Apparatus and methods for permanently attaching fuel delivery system components to fuel tanks

ABSTRACT

Apparatus and methods to permanently attach fuel delivery system components to fuel tanks are described herein. An example apparatus includes an insert material integrally formed with at least a portion of the fuel tank. The insert material includes a first layer material having a low permeation characteristic and a second layer material adjacent the first layer material having a relatively lower melting point than a melting point of the first layer material to enable permanent attachment of a coupling apparatus to a surface of the fuel tank by melting at least a portion of the second layer material.

CROSS REFERENCE TO RELATED APPLICATION

This patent claims the benefit of U.S. Provisional Patent ApplicationSer. No. 61/250,357, filed Oct. 9, 2009, entitled FUEL DELIVERY SYSTEMSHAVING IMPROVED EVAPORATIVE EMISSION CONTROLS, which is incorporatedherein by reference in its entirety.

FIELD OF THE DISCLOSURE

The present disclosure relates generally to fuel delivery systems and,more particularly, to apparatus and methods for permanently attachingfuel delivery system components to fuel tanks.

BACKGROUND

Governmental agencies (e.g., the Environmental Protection Agency) haveenacted regulations to limit the amount of evaporative emissions emittedby boats and other marine crafts during operation and/or non-operationof the marine vehicle. More specifically, government regulations (e.g.,title 40 of the Code of Federal Regulations) have been enacted towardcontrolling diurnal evaporative emissions of marine vehicles. Inparticular, these regulations limit the amount of evaporative diurnalemissions that a marine vehicle may permissibly emit during a diurnalcycle (e.g., periods of non-operation).

During non-operation of the marine vehicle, for example, a fuel deliverysystem of a marine vehicle may be subjected to daily ambient temperaturechanges that may cause the release of hydrocarbons to the environment.Such emissions are commonly referred to as diurnal emissions and areconsidered hazardous to the environment. Often, fuel or vapor leakage isexacerbated by diurnal temperature cycles. Diurnal emissions areevaporative emissions that are released due to the daily cycle of liquidfuel becoming fuel vapor during the daylight hours and condensing duringthe night. More specifically, during a diurnal cycle, the temperature ofthe air decreases during the night hours, causing the pressure of thefuel and/or fuel vapors in the fuel tank to decrease. When the pressuredecreases, air is drawn into the fuel tank, which mixes with the fuelvapors. During the daylight hours, the temperature of the air mayincrease causing the pressure of the fuel and/or vapors in the fuel tankto increase. Such an increase in pressure causes fuel leakage oremission of fuel vapors via the fuel delivery system (e.g., a vent). Forexample, fuel leakage or emission of vapors may occur through a ventingsystem of the fuel system and/or via permeation through variouscouplings (e.g., valves) of the fuel delivery system components.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is schematic representation of a known example fuel tank system.

FIGS. 2A-2B illustrate an example fuel delivery systems describedherein.

FIGS. 3A-3C illustrate an example fuel cap assembly have a pressurerelief system that may be used to implement the example fuel deliverysystems of FIGS. 2A-2B.

FIGS. 4A-4B illustrate another example fuel delivery system describedherein.

FIG. 5 illustrates yet another example fuel delivery system describedherein.

FIGS. 6A-6J illustrate an example insert material that may be used toimplement to the example fuel delivery system of FIG. 5.

FIGS. 7A-7C illustrate an example fluid coupling that may be used toimplement a fuel delivery system.

FIGS. 8A-8C illustrate yet another example fuel delivery systemdescribed herein.

FIGS. 9A and 9B illustrate an example fuel tank that may be used toimplement the example fuel delivery system of FIGS. 8A-8C.

FIG. 10 illustrates yet another example fuel tank that may be used toimplement the example fuel delivery system of FIGS. 8A-8C.

DETAILED DESCRIPTION

In general, the example fuel delivery systems described herein may beused with marine crafts or vehicles. The example fuel delivery systemsdescribed herein include enhanced or improved evaporative emissionapparatus to control or substantially reduce diurnal emissions. Forexample, the fuel delivery systems described herein may be configured tosubstantially reduce or prevent diurnal emissions through a ventingsystem of the fuel delivery system when the pressure of the fuel withina fuel reservoir is below a predetermined pressure (e.g., 5 psi). In yetanother example, the fuel delivery systems described hereinsubstantially reduce or prevent diurnal emissions through variouscouplings (e.g., valves) of the fuel system components.

In some examples, the example fuel delivery systems described herein maybe implemented with insert materials having low permeationcharacteristics or rates to substantially reduce permeation of emissionsvia various couplings (e.g., via one or more valve couplings) coupled toa fuel reservoir of the fuel delivery system. Additionally oralternatively, the fuel delivery system may include a fluid coupling togauge the amount of liquid fuel in the fuel tank during a filling eventand/or to prevent fuel spillage during a filling event or operation.

As used herein, a “fluid” includes, but is not limited to, a liquid suchas fuel (e.g., gasoline), a vapor such as fuel vapor (e.g., gasolinevapor), a gas (e.g., air) and/or any combination or mixture thereof.

FIG. 1 illustrates a known marine fuel delivery system 100 having knownevaporative emission controls. The example fuel delivery system 100includes a fuel tank 102 for storing fuel (e.g., gasoline, diesel fuel,etc.), a filler tube 104, and a venting system 106 to vent the fuel tank102. The filler tube 104 is coupled to the fuel tank 102 at a first portor coupling 108 and the venting system 106 is coupled to the fuel tank102 at a second port or coupling 110. The filler tube 104 may include adeckfill 112 that is adapted for mounting to a deck of a marine craftsuch as, for example, a deck of a boat, and which has an opening forreceiving a nozzle such as, for example, a nozzle of a fuel pump, etc.

In the example venting system 106, a tubular vent line 114 is coupled tothe second port 110 of the fuel tank 102 at a first end 116 and ventsto, for example, the atmosphere at a second end 118. The venting system106 equalizes the pressure in the fuel tank 102 to accommodatevolumetric changes (e.g., expansion) in the fuel tank 102. For example,when the pressure of fuel and/or vapors in the fuel tank 102 increases,fuel vapors are released from the fuel tank 102 through the tubular ventline 114. In other words, an increase in pressure in the fuel tank 102causes fuel vapors (e.g., containing hydrocarbons) in the fuel tank 102to vent or release to the atmosphere via the vent line 114.

Additionally, during non-operation of the marine vehicle, the fueldelivery system 100 may be subjected to daily ambient temperaturechanges that may cause or affect the pressure of the fuel and/or fuelvapors within the fuel delivery system 100 (e.g., during diurnaltemperature cycles). For example, an increase in fuel tank pressure maycause the release of hydrocarbons or gasoline to the environment.Diurnal emissions are evaporative emissions that are released due todaily temperature changes or cycles that may cause liquid fuel to becomefuel vapor during the daylight hours and condensing fuel vapors toliquid during the night hours. As a result, the pressure cycling thatoccurs in response to these temperature changes causes the release ofhydrocarbons from the fuel tank 102 to the environment via the vent line114.

Thus, the venting system 106 can continuously vent and/or emit emissionsto the environment. Such a configuration may not be in compliance withcertain governmental standards. For example, to be in compliance withgovernmental regulations enacted by the EPA, either the fuel tank 102must be sealed according to certain standards (e.g., to prevent diurnalemissions when the pressure within the fuel tank 102 is below apredetermined value) or the fuel delivery system 100 must be providedwith a vapor collection apparatus.

To help reduce venting liquid fuel, emissions, fuel vapors and/orpollutants to the environment, the venting system 106 may includevarious evaporative emission control components such as, for example, avent apparatus 120, a vapor collection apparatus 122, and/or a surgeprotector 124 or a liquid-vapor separator 126, which are coupled influid communication with the vent line 114.

For example, the vapor collection apparatus 122 may be provided topassively filter emissions (e.g., hydrocarbons) from the fuel vaporsventing to the atmosphere via the vent line 114. The vapor collectionapparatus 122 comprises a canister 128 having an emission(s)-capturingor filter material (e.g., an adsorbent material) such as, for example,activated carbon, charcoal, etc., that collects and stores evaporativeemissions such as, for example, hydrocarbons to reduce pollution to theenvironment. The stored emissions captured and stored by the canister128 are returned or carried to the fuel tank 102 as air flows throughthe canister 128 when the air is drawn from the atmosphere to the fueltank 102 via the vent line 114. However, the vapor collection apparatus122 can be relatively expensive.

Additionally, the vapor collection apparatus 122 increases the overalldimensional footprint of the fuel delivery system 100 and/or istypically mounted at a remote location from the fuel tank 102 due tospace limitations of the marine vehicle. Such a configuration requiresadditional or longer length tubing (e.g., a longer length vent line114), which may increase fuel leakage to the environment via the tubingand/or tubing couplings.

Additionally or alternatively, the fuel tank 102 lacks a liquid fuellevel apparatus to determine the level of the fuel in the fuel tank 102.As a result, the fuel tank 102 may be overfilled beyond a recommendedamount. For example, regulations or a manufacturer recommendation mayrequire a certain percentage of a vapor dome or ullage (e.g., a 5%ullage) when filling the fuel tank to allow for fuel expansion. However,when filling the fuel tank 102, the example fuel delivery system 100lacks an indicator to determine the liquid fuel level in the fuel tank102 during the filling event or operation.

Additionally or alternatively, during a filling operation, as the fueltank 102 is being filled via the deck fill 112, the level of fuel storedin the fuel tank 102 rises. The fuel vapors in the fuel tank 102 aredisplaced and vented from the fuel tank 102 via the vent line 114.Additionally, such displacement of the fuel vapors from the fuel tank102 may cause the fuel vapors to carry liquid fuel through the vent line114 and out to the environment through the vent apparatus 120.

Thus, fuel leakage or overflow may occur via the filler line 104 and/orthe vent line 114 during a filling operation. Such overflow can occurduring filling when using a manually operated nozzle and/or an automaticnozzle when an automated shut-off is not activated. Such overflowtypically occurs as the liquid level in the fuel tank approaches anupper, interior surface 134 of the fuel tank 102 (e.g., when the fueltank is substantially full). As the liquid is filling in the fuel tank102, the liquid fuel is displacing the air and/or fuel vapors in thefuel tank 102 to the environment via for example the vent 120 and/or thefiller tube 104. As a result, the air and/or fuel vapors carry liquidfuel from the fuel tank 102 to, for example, the deck of the marinecraft via the fuel fill tube 104 and/or the vent 120, causing liquidfuel spillage.

Additionally or alternatively, diurnal emissions may occur via a fuelline 136 of the known fuel delivery system 100. When the pressure in thefuel tank 102 increases during a diurnal cycle, the fuel vapors may fillthe fuel line 136. The fuel vapors may leak to the environment viapermeation, couplings coupled to the fuel line 136 and/or the engine.

FIG. 2A illustrates an example marine fuel delivery system 200 describedherein having improved evaporative emission controls. More specifically,the example fuel delivery system 200 described herein includesevaporative emission controls to meet or satisfy governmental diurnalemissions regulations (e.g., EPA regulations). The example fuel deliverysystem 200 of FIG. 2A includes a fuel tank 202 that is to be permanentlymounted to a marine vehicle. However, in other examples, the fuel tank202 may be a portable fuel tank (i.e., non-permanently mounted). Thefuel tank 202 has a cavity or reservoir 204 to receive liquid fuel via afuel fill or deckfill apparatus 206.

As shown in FIG. 2A, the fuel delivery system 200 includes a ventingsystem 208 fluidly coupled to the fuel tank 202 and the fuel fillapparatus 206. The venting system 208 includes a first vent tube 210 tofluidly couple the fuel tank 202 to a vent or P-trap 212 and a secondvent tube 214 to fluidly couple the fuel tank 202 to a vent 216 of thefuel fill apparatus 206. The fuel fill apparatus 206 includes a fuel capassembly 218 that removably couples from the fuel fill apparatus 206 toenable filling of the fuel tank 202 with liquid fuel. As described ingreater detail below in connection with FIGS. 3A-3C, the fuel capassembly 218 includes a pressure relief system (not shown) that is influid communication with the venting system 208 and the fuel tank 202.Additionally or alternatively, in some examples, the vent 212 may alsoinclude a pressure relief system such as, for example, a pressure reliefvalve, a pressure relief system similar to the pressure relief system ofFIGS. 3A-3C, and/or any other type of pressure relief apparatus.

In yet other examples, an example venting system 220 may include apressure relief system disposed in-line with the vent tubes 210 and/or214. For example, a pressure relief valve 222 may be coupled to the venttube 210 between the fuel tank 202 and the vent 212 instead of a vent212 having a pressure relief system.

As shown in FIG. 2B, a fuel delivery system 200 may also include aventing system 224 having a vapor collection apparatus 226. In thisexample, the vapor collection apparatus 226 is fluidly coupled to thefuel tank 202 at a first end or inlet 228 via tubing 230 and is fluidlycoupled to the vent 212 at a second end or outlet 232 via tubing 234. Avent tube 236 fluidly couples the outlet 232 of the vapor collectionapparatus 226 to the vent 216 of the fuel fill apparatus 206. In thisexample, both the fuel cap assembly 218 and the vent 212 are implementedwith pressure relief systems to provide a sealed fuel delivery system200. However, in other examples, instead of the vent 112 having apressure relief system, a pressure relief valve (not shown) may becoupled to the tubing 234 between the outlet 232 and the vent 112.

During a filling operation, the fuel cap assembly 218 is removed and thefuel tank 202 is vented via the vent tube 236. In this manner, thepressure relief systems of the vent 212 and/or the cap assembly 218 donot interfere with the functionality of an automatic nozzle. Morespecifically, the fuel cap assembly 218 is removed from the fuel fillapparatus 206 and the fuel tank 202 is vented via the tubing 236 and thevent 216 of the fuel fill apparatus 206. As described in greater detailbelow in connection with FIGS. 8A-8C, the vapor collection apparatus 226may be mounted to the fuel tank 202.

In general, the venting systems described herein (e.g., the ventingsystems 208, 220 and/or 224) may be configured to prevent venting fuelvapors or gasses when the pressure of the fuel tank 202 is less than apredetermined pressure value relative to the atmospheric pressure andallow the flow of air to the fuel tank 202 when, for example, an engine(not shown) of a marine craft (not shown) demands fuel (e.g., duringoperation of the marine craft) from the fuel tank 202 or during afilling operation.

Thus, the example fuel delivery systems 200 provides diurnal emissioncontrol by only allowing the emissions of gasses and/or vapors (e.g.,hydrocarbons) to the environment via the venting systems 208, 220 and/or224 when the pressure of the fuel delivery system 200 (e.g., thepressure in the fuel tank 202) is greater than a predetermined pressurevalue (e.g., 1 psi) relative to atmospheric pressure and allows the flowof air to the fuel tank 202 when the pressure of the fuel within thefuel tank 202 is below a predetermined pressure relative to atmosphericpressure. Thus, in contrast to the known fuel delivery system 100 ofFIG. 1, the fuel delivery system 200 include diurnal emission controlsto prevent a continuous venting of fuel vapors to the atmosphere,thereby reducing the amount of emissions (e.g., hydrocarbons) releasedto the environment during, for example, a diurnal cycle.

In yet another example, the fuel delivery system 200 may include a fueldemand valve 240 disposed within a fuel line 242 between the fuel tank202 and an engine (not shown). The fuel demand valve 240 fluidlydecouples the pressurized fuel tank 202 from the engine fuel line 242 toreduce fuel leakage during the diurnal cycle (i.e., when the engine isnot demanding fuel). Such an example fuel demand valve 238 is describedin U.S. patent application Ser. No. 12/499,545, filed on Jul. 8, 2009,and entitled “A Fuel System for a Marine Vehicle”, which is incorporatedherein by reference in its entirety.

FIGS. 3A-3C illustrate the example fuel cap assembly 218 of the fueldelivery system 200 shown in FIGS. 2A and 2B. Referring to FIGS. 3A-3C,the fuel cap assembly 218 removably couples from the fuel fill apparatus206 when filling the fuel tank 202 with fuel and provides a pressurerelief system 300 when coupled to the fuel fill apparatus 206. The fuelcap assembly 218 can be made of fuel, weather and/or impact resistantresinous materials such as polypropylene, nylon, and/or any othersuitable material(s).

As shown in this example, the fuel cap assembly 218 includes a cover 302coupled to a body portion 304. In the illustrated example, the bodyportion 304 has a generally cylindrical shape extending along alongitudinal axis 306 that includes a central cavity 308 to define afirst side or a pressure side 310 (i.e., a fuel side) and a second sideor atmospheric side 312. When coupled to the fuel fill apparatus 206,the first side 310 of the body portion 304 is in fluid communicationwith the fuel (e.g., pressurized fuel) in the fuel tank 202 and thesecond side 312 of the body portion 304 is in fluid communication withthe atmosphere. The body portion 304 may include threads 314 tothreadably couple the fuel cap assembly 218 to a fill tube 316 of thefuel fill apparatus 206. The pressure relief system 300 includes aplurality of fluid valves.

In this example, the body portion 304 includes a first fluid valve 318disposed within the central cavity 308 adjacent a second valve 320. Thefirst fluid valve 318 has a first valve body 322 defining a first flowpath between an inlet 324 in fluid communication with the first side 310of the body portion 304 (e.g., the pressure side or a fuel tank side)and an outlet 326 in fluid communication with the second side 312 (e.g.,the atmospheric side) of the body portion 304. Similarly, the secondfluid valve 320 includes a second valve body 328 defining a second flowpath between an inlet 330 in fluid communication with the second side312 of the body portion 304 and an outlet 332 in fluid communicationwith the first side 310 of the body portion 304.

In the illustrated example, the inlet 324 of the first fluid valve 318is oriented opposite the inlet 330 of the second fluid valve 320. Inother words, the first fluid valve 318 enables fluid flow from the firstside 310 to the second side 312 of the body portion 304 when thepressure differential from the first side 310 to the second side 312across the first fluid valve 318 is greater than a reference oratmospheric pressure. Similarly, the second fluid valve 320 enablesfluid from the second side 312 to the first side 310 of the body portion304 when the pressure differential from the second side 312 to the firstside 310 across the second fluid valve 320 is greater than a referencepressure or atmospheric pressure. In other words, the second valve 320enables fluid flow between the inlet 330 and the outlet 332 when apressure at the first side 310 is less than atmospheric pressure.

A flow control member 334 is disposed within the first passageway of thefirst valve body 322 and moves between a first position to prevent fluidflow (e.g., fuel vapors) between the inlet 324 and the outlet 326 and asecond position to allow fluid flow between the inlet 324 and the outlet326. A biasing element 336 (e.g., a spring) is disposed between a seat338 (e.g., integrally formed with the flow control member 334) and avalve seat 340 of the first fluid valve 318. The biasing element 336biases the flow control member 334 to the first position such that aseal 342 (e.g., an O-ring) disposed along a portion of the flow controlmember 334 sealingly engages the valve seat 340 to prevent fluid flowbetween the inlet 324 and the outlet 326. As shown, the seal 342 isdisposed within an annular groove 344 of the flow control member 334. Inthis example, the flow control member 334 includes a pathway or passage346 to fluidly couple a first side 348 of the seat 338 and the firstside 310 to pressure-balance the flow control member 334 so that arelatively smaller biasing element may be used to bias the flow controlmember 334 toward the valve seat 340.

Likewise, a flow control member 350 is disposed within the second flowpath of the second fluid valve 320 and moves between a first position toprevent fluid flow (e.g., air) between the inlet 330 and the outlet 332and a second position to allow fluid flow between the inlet 330 and theoutlet 332. A biasing element 352 is disposed between a spring seat 354(e.g., integrally formed with the second flow control member 350) and avalve seat 356 of the second fluid valve 320. The biasing element 352biases the flow control member 350 to the first position such that aseal 358 (e.g., an O-ring) disposed along a portion of the flow controlmember 350 sealingly engages the valve seat 356 to prevent fluid flowbetween the inlet 330 and the outlet 332. As shown, the seal 358 isdisposed within an annular groove 360 of the flow control member 350.Also, in this example, the flow control member 350 includes a passage362 to pressure-balance the flow control member 350 so that a relativelysmaller biasing element may be used to bias the flow control member 350toward the valve seat 356.

In this example, the valve bodies 322 and 328 of the respective firstand second valves 318 and 320 protrude from a surface 364 of the bodyportion 304 within the cavity 308. In this example, the valve bodies 322and 328 and the respective valve seats 340 and 356 are integrally formedwith the body portion 304 as a substantially unitary piece or structure.However, in other examples, the first and second fluid valves 318 and320 may be separate structures that may be coupled or mounted to thebody portion 304. For example, the first and second fluid valves 318 and320 may be pre-assembled and/or may be coupled to respective openings orpassageways of the body portion 304 via fasteners, welding and/or anyother fastening mechanism(s). In yet other examples, the fuel capassembly 210 may include a plurality of the first fluid valves 318and/or a plurality of the second fluid valves 320.

In yet other examples, the first and/or second fluid valves 318 and 320may include a ball valve and/or any other suitable valve configurations.In yet other examples, the fuel cap 218 may couple directly to (e.g., toa spigot of) a fuel tank (e.g., a portable fuel tank).

In this example, the body portion 304 includes at least one gap orpassage 366 to allow the flow of gases between the second side 312 andan outer surface 368 of the cover 302. The gap 366 is circumferentiallyspaced about the longitudinal axis 306 of the body portion 304. However,in other example implementations, one or more gaps 366 may be spacedcircumferentially on the body portion 304 and/or in any desired manner(e.g., unequal spacing).

The second side 312 and the cavity 308 are substantially covered orsealed via the cover 302. Additionally, the outer surface 368 of thecover 302 has a convex contour or shape to repel and/or prevent liquidfrom entering the second side 312 of the body portion 304 (i.e., toallow water to run off cover 302).

Additionally, a torturous pathway 370 is formed between the cover 302and the body portion 304 to substantially prevent the ingress or egressliquid (e.g., fuel, water) through the gap 366. In particular, anyliquid fluid (e.g., water) would have to travel between a rim 372 of thecover 302 and the body portion 304 and, thus, the ingress and/or egressof liquid (e.g., fuel, water, etc.) and other contaminants issubstantially prevented through the gap 366. In the event liquid (e.g.,water) or other contaminates pass through the gap 366, the liquid issubstantially captured by the cavity 308. However, the torturous pathway370 enables the flow of gasses or vapors (e.g., air, fuel vapors, etc.)between the gap 366 and the outer surface 368 of the cover 302.

The cover 302 includes a plurality of protrusions 374 that engage asurface or edge 376 (e.g., a protrusion, a recessed groove etc.) of thebody portion 304 to provide a tight fit and prevent the cover 302 frommoving (e.g., wobbling) relative to the body portion 304.

In operation, when the fuel cap assembly 218 is coupled to the fuel fillapparatus 206, fuel vapors within the fuel tank 202 are relieved orvented via the first fluid valve 318 and atmospheric air may flow withinthe fuel tank 202 via the second fluid valve 320. More specifically,during operation of the marine craft and/or during a diurnal cycle, thefirst fluid valve 318 allows the flow of gasses or fuel vapors betweenthe inlet 324 and the outlet 326 when the pressure at the first side 310of the body portion 304 is more than a predetermined value (e.g., 1 psi,5 psi) greater than the second side 312, which is at atmosphericpressure. In other words, the first fluid valve 318 is in the closedposition when the pressure at the first side 310 of the body portion 304is less than a pressure required to overcome the spring force of thebiasing element 336. For example, the biasing element 336 may exert aforce that moves the first fluid valve 318 to the closed position whenthe pressure of the fuel in the fuel delivery system 200 (e.g., the fueltank 202) is less than the predetermined pressure value. In one example,the first fluid valve 318 prevents venting when the pressure on thefirst side 310 of the body portion 302 is less than, for example, 1 psigand allows venting when the pressure on the first side 310 of the bodyportion 304 is greater than or equal to 1 psig.

During a diurnal cycle, for example, the pressure at the first side 310of the body portion 304 may increase to a value greater than thepredetermined value required to compress the biasing element 336 andmove the flow control member 334 to the open position. When the pressureat the first side 310 is greater than the predetermined value, thepressure exerts a force on the flow control member 334 to move the flowcontrol member 334 between the position shown in FIGS. 3A-3C and thesecond position in which the seal 342 moves away from the valve seat340. As a result, fuel vapors and/or gasses may flow or vent between thefirst side 310 of the body portion 304 and the second side 312 of thebody portion 304 via the first fluid valve 318. The vapors or gassesvent to the atmosphere via the gap 366 and the torturous pathway 370.Also, the second fluid valve 320 remains in the closed position when apressure at the first side 310 of the body portion 304 is greater thanthe pressure at the second side 312 of the body portion 304. Thus, incontrast to the known fuel delivery system 100 of FIG. 1, the firstfluid valve 318 prevents a continuous venting of fuel vapors to theatmosphere, thereby reducing the amount of emissions (e.g.,hydrocarbons) released to the environment during, for example, a diurnalcycle.

During operation of the marine craft, the engine draws or demands liquidfuel from the fuel tank 202 via the fuel line 242. The engine creates avacuum or suction to draw the liquid fuel from the fuel tank 202 causingthe pressure in the fuel tank 202 to decrease. Thus, air is required toenable the engine to draw liquid fuel from the fuel tank 202. The secondfluid valve 320 moves to an open position when the pressure differentialacross the second fluid valve 320 is such that the pressure at the firstside 310 of the body portion 304 is less than the pressure at the secondside 312 of the body portion 304.

When there is a vacuum or suction created during operation of the enginesuch that the pressure at the first side 310 of the body portion 304provides a force that is greater than the force exerted by the biasingelement 352, the flow control member 350 moves to an open position toallow the flow of air between the inlet 330 and the outlet 332. In otherwords, the force exerted on the flow control member 350 in a directiontoward the outlet 332 of the second fluid valve 320 is greater than theforce exerted by the biasing element 352, thereby causing the biasingelement 352 to compress such that the flow control member 350 moves awayfrom the valve seat 356 (i.e., downward in the orientation of FIGS.3A-3C) to allow air flow between the inlet 330 and the outlet 332. Asillustrated, air (e.g., at atmospheric pressure) is allowed to flowwithin the fuel tank 202 via the gap 366 and the torturous pathway 370.The gap 366 provides a pathway for fluid vapor or gas to travel betweenthe fuel tank 202 (not shown) and the atmosphere.

To fill the fuel tank 202, the fuel cap assembly 210 is removed from thefill tube 316. When the fuel cap assembly 210 is removed from the filltube 316, fuel vapors and/or air pass through the vent 216 (e.g., viathe vent tubes 208 or 236) and/or the fill tube 316 to the atmosphere.Also, the first and the second fluid valves 318 and 320 are removed fromthe fuel delivery system 200 during the filling operation. In otherwords, the fuel cap assembly 218 operatively decouples the diurnal cycleventing functionality of the fluid valves 318 and 320 from the fillingevent or operation when the fuel cap assembly 218 is removed from thefill tube 316. In this manner, the first and/or the second fluid valves318 and 320 do not interfere with operational requirements of anautomatic nozzle having a shut-off feature.

Automatic nozzles provide automatic shut-off by causing a valve of thefuel pump to close and prevent fuel flow via the nozzle during a fillingoperation. During a filling operation, automatic nozzles typicallyrequire a fuel tank pressure of less than 0.5 psi for the automaticshut-off feature to function or operate properly (e.g., a prematurenozzle shut-off during a filling operation). Thus, although the pressurerelief system 300 may be configured to vent at fuel tank pressuresgreater than, for example, 1 psig, the pressure relief system 300 doesnot interfere with the automatic nozzle because the pressure reliefsystem 300 is operatively decoupled from the fuel delivery system 200during the filling event. Once filling of the tank is complete, the capassembly 218 is again coupled to the fill tube 316.

Additionally or alternatively, although not shown, a deflection shieldmay be disposed within the fill tube 316 and/or may be coupled (e.g.,integrally coupled) to the body portion 304 to deflect any liquid fueltraveling upwardly from the fuel tank 202 through the fill tube 316 inthe event of a fuel surge caused by splashing or sloshing during boatmovement or the like. In the event that liquid (e.g., fuel) bypasses thefirst and/or second valves 318 and 320, the liquid must pass upwardlythrough the cavity 308 and in a succession of steps through the gap 366and the torturous pathway 370. In particular, the liquid fuel will becaptured by the cavity 308, thereby substantially preventing the liquidfuel from escaping and/or passing through the gap 366.

In yet other examples, a membrane (e.g., a Teflon® membrane) may beimplemented with the first fluid valve 318 and/or the second fluid valve320. For example, the membrane may be disposed within or adjacent theinlets 324 and 330, the outlets 326 and 332, the passageways of thevalve bodies 322 and 328, the gap 366, and/or any other suitable portionof the fuel cap assembly 218. The membrane enables the flow of gassesand/or vapors therethrough, but prevents the flow of liquid through thefirst fluid valve 318 and/or the second fluid valve 320. In other words,a membrane may be disposed within the first fluid valve 318 and/or thesecond fluid valve 320 to prevent the ingress or egress of liquid orother contaminants and allow the flow of gasses therethrough. Suchexamples are described in U.S. patent application Ser. No. 12/061,163,filed Apr. 2, 2008, and entitled Fuel Cap Apparatus For Use With FuelVenting Systems, which is hereby incorporated herein by reference in itsentirety.

Additionally or alternatively, a membrane (e.g., a Teflon®) may bedisposed within other components of the fuel delivery system 200. Forexample, a membrane may be disposed within the vent tubes 210, 214, 230,234 and/or 236, the vent 212, the inlet 228 and/or the outlet 232 of thevapor collection apparatus 226, and/or any other component of the fueldelivery system 200. Such examples are described in U.S. patentapplication Ser. No. 12/391,782, filed Feb. 24, 2009, and entitled FuelVenting Systems Having Protective Membranes, which is herebyincorporated herein by reference.

Although not shown in detail, the vent 212 of the example fuel deliverysystem 200 may be implemented with the pressure relief system 300 shownin FIGS. 3A-3C, a pressure relief valve, and/or any other pressurerelief apparatus.

FIG. 4A illustrates another example fuel delivery system 400 describedherein. As shown, a fuel tank 402 includes a passage or coupling 404 toreceive a plurality of components 406 of the fuel delivery system 400.For example, the coupling 404 may receive a vent valve 408, ananti-siphon valve 410, a grade valve 412, an inlet valve 414 of a fuelfill apparatus 416, tubing, and/or any other components of the fueldelivery system 400 that is in fluid communication with and/or coupledto the fuel tank 402. In this example, the coupling 404 comprises aplate having at least two apertures to receive the plurality ofcomponents 406. Also, the coupling 404 provides a seal between anexterior of the fuel tank 402 and a cavity 418 of the fuel tank 402. Thecoupling 404, for example, may be coupled to the fuel tank 402 via aclamp and a compression gasket to provide a seal.

In this manner, the fuel tank 402 only requires a single opening orpoint of entry for the plurality of components 406 (e.g., valves and/orother components) by mounting or assembling the plurality of components406 with the fuel tank 402 via the single coupling 404. For example, atleast a portion of the plurality of components 406 may be disposedwithin the cavity 418 of the fuel tank 402 via the coupling 404 and/orthe plurality of components 406 may be mounted to the fuel tank 402 viathe coupling 404. In other words, the fuel tank 402 includes the cavity418 to store a liquid fuel and includes only one opening or aperture influid communication with the cavity 418. Additionally, in this example,the grade valve 412 is disposed within the cavity 418 of the fuel tank402 at a distal end relative to the coupling 404. For example, the gradevalve 412 may be coupled to an interior surface 420 of the cavity 418via a clip, a fastener, a chemical fastener, and/or any other suitablefastening mechanism(s). Tubing 422 fluidly couples the grade valve 412to the vent valve 408. The tubing 422 may also be coupled to theinterior surface 420 of the fuel tank 402 via a clip, a fastener, etc.In this manner, the grade valve 412 is permanently coupled to the fueltank 402 and is not serviceable.

As a result, only a single access or service point is required forinspection to satisfy government regulations that may require an accesspoint to inspect (e.g., visually inspect) the coupling 404 of the fueltank 402. In other words, only one vehicle access panel may be requiredto enable access to the coupling 404. Furthermore, only one mounting isrequired to mount the plurality of components 406 to the fuel tank 402,thereby facilitating assembly of the fuel delivery system 400 andreducing manufacturing costs. Although not shown, the example fuel tank402 includes an aperture to receive the coupling 404. The fuel tank 404may be formed via rotomolding, injection molding, blow molding,rotational molding, or any other suitable manufacturing process(es).

In other examples, as shown in FIG. 4B, a plurality of components 424,tubing, or other fuel delivery system components may be coupled ormounted within the cavity 418 of the fuel tank 402 via the coupling 404.In yet other examples, the coupling 404 can be used to implement otherfuel tanks or fuel delivery systems. For example, the coupling 404 maybe used to implement the example fuel tank 202 of the example fluiddelivery system 200 of FIGS. 2A and 2B.

FIG. 5 illustrates the example fuel delivery system 400 of FIGS. 4A and4B, but implemented with an example low permeation insert material orpuck 500. More specifically, the insert material 500 may be coupled to,disposed within, and/or embedded within a fuel tank 502. The insertmaterial 500 enables a coupling 504 (e.g., the vent valve 408 of FIG. 4)to be coupled to a surface 506 of the fuel tank 502 via plastic welding(e.g., hot plate welding) to permanently attach the coupling 504 to thefuel tank 502. Permanently attaching the coupling 504 to the fuel tank502 eliminates the need to provide an access panel to visually inspectthe coupling 504 because the coupling 504 is not serviceable, therebyreducing manufacturing costs of the marine vehicle while being incompliance with the governmental regulations. Additionally, the insertmaterial 500 enables the coupling 504 (e.g., valves, etc.) to beattached to the fuel tank 502 via welding (e.g., plastic welding) whileproviding or maintaining a relatively low permeation characteristic.

Typically, the fuel tank 502 may be made of a thermoset material.Thermoset materials such as, for example, cross-linked Polyethelynetypically have a high-temperature resistant property, a relatively highstrength property, a relatively high resistance to chemical degradation,a relatively high impact and tensile strength characteristic, and areresistant to brittle fractures.

Although, such thermoset materials provide high temperature resistance,which is required to comply with certain governmental safety regulations(e.g., Title 33 of the Code of Federal Regulations), the coupling 504cannot be attached to a surface (e.g. a surface of the fuel tank 102 ofFIG. 1) of a fuel tank made of a thermoset material via plastic welding(e.g., hot plate welding). Thus, such a coupling must be coupled via,for example, a clamp and compression gasket, a fastener, etc. Althoughthese fastening mechanism(s) provide a reliable seal, these fasteningmechanism(s) may cause leakage of fuel and/or vapors and, thus, mayrequire access (e.g., via an access panel) for visual inspection to beincompliance with certain diurnal emissions regulations.

The insert material 500 may be integrally formed with, coupled to,embedded within, and/or disposed within the fuel tank 502 via, forexample, blow molding, rotational molding, insert molding, and/or anyother suitable manufacturing process(es). For example, the insertmaterial 500 may be insert molded with the fuel tank 502.

Further, in one example, to attach the coupling 504 to the fuel tank502, an opening is formed within the insert material (e.g. via a drill).The coupling 504 may include a thermoplastic end 508 (e.g., a flange)that may be coupled to the coupling 504 and/or may be integrally formedwith the coupling 504. The coupling 504 is disposed within the fuel tank502 via the opening of the insert material 500 such that the end 508 ofthe coupling 504 substantially aligns with the insert material 500 ofthe fuel tank 502. The end 508 and the insert material 500 are heated toa temperature above the melting temperature of material of the end 508and the material of the insert material 500. When the materials of theend 508 and the insert material 500 cool, the materials solidify orharden, thereby permanently attaching the coupling 504 to the fuel tank502. In other examples, the coupling 504 may be coupled to the fuel tank502 via any other suitable method(s).

In another example, the fuel tank 502 may be implemented with the insertmaterial 500 adjacent the coupling 404. In this manner, the coupling 404may be coupled to the fuel tank 502 via plastic welding. In this manner,welding the couplings 504 and/or 404 to the fuel tank 502 permanentlyfixes or attaches the coupling 504 and/or 404 to the fuel tank 502 and,thus, the plurality of components 406 and are not serviceable. As aresult, access (e.g., via a vehicle panel) to the plurality ofcomponents 406 and/or couplings 404 and 504 may not be required pergovernment regulations, thereby reducing manufacturing costs of themarine vehicle.

In another example, the fuel tank 402 of FIG. 4A may be implemented withthe insert material 500 adjacent the coupling 404. As a result, in thisexample, the fuel tank 402 does not require an access for visualinspection and/or to service the coupling 404. Additionally oralternatively, in other examples, a fuel tank (e.g., the fuel tank 102of FIG. 1) may be implemented with a plurality of insert materials 500to enable a plurality of couplings or components (e.g., the couplings108 and/or 110) to be coupled to the fuel tank via plastic welding. Forexample, the plurality of components may include, but are not limitedto, grade valves, vent valves, fill line inlet valves, anti-siphonvalves, or any other component or coupling to be coupled to the fueltank.

FIG. 6A illustrates the example insert material 500 of FIG. 5. FIG. 6Billustrates a cross-section of the example insert material 500 of FIG.6A. Referring to FIGS. 5, 6A and 6B, the insert material 500 includes afirst layer material or barrier material 602 coupled to a second layermaterial 604. In particular, the barrier material 602 is a copolymermaterial (e.g., Ethylene Vinyl Alcohol) having a low permeationcharacteristic or rate. In other words, the barrier material 602 has ahigh resistance to the passage of liquids and/or gasses therethrough.Although the barrier material 602 has a low permeation characteristic,which is desirable to reduce leakage of emissions through the barriermaterial 602, the barrier material 602 is incapable of supporting anattachment of a component via, for example, welding (e.g., hot platewelding). Coupling components (e.g., the coupling 504) to the fuel tank502 via welding substantially reduces or eliminates leakage or emissionswhere the coupling 504 attaches or couples to the fuel tank 502.

The second layer material 604 is a thermoplastic material that enablesattachment of the coupling 504 to the fuel tank 502 via welding (e.g.,plastic welding, hot plate welding). Additionally, as shown in thisexample, a third layer material 606 comprising a thermoplastic material(e.g., High density Polyethylene) may be coupled to the barrier material602 such that the barrier material 602 is disposed between the secondand third layer materials 604 and 606. Although the second layermaterial 604 and/or the third layer material 606 enable attachment ofcomponents via welding, fuel tanks made of thermoplastic materials aretypically not permitted for use as integrated (i.e., permanentlyinstalled) fuel tanks because they have relatively low temperatureresistance and, thus, do not comply with certain governmental standards(e.g., SCG Fire safety standards per CFR 33).

Thus, a fourth or outer layer material 608 made of a thermoset materialmay be disposed adjacent the second layer material 604 to provide anouter layer made of a thermoset layer material when integrated with thefuel tank 502. Alternatively, the example insert material 500 may beimplemented with a fuel tank made of thermoplastic material.Additionally, a fifth layer material 610 may be disposed adjacent thethird layer material 606 to provide an interior layer of a thermosetmaterial when integrated with the fuel tank 502. Thus, the second andthird layer materials 604 and 606 and the barrier material 602 may becaptured or disposed between the layers 608 and 610, which may be madeof a thermoset material.

The barrier layer 602 may be any material having a low permeationcharacteristic or rate such as, for example, Ethylene Vinyl Alcohol(hereinafter EVOH), a petroseal material, and/or any other materialhaving a relatively high barrier characteristic (i.e., a low permeationrate). An EVOH copolymer is defined by the mole percent (%) of theethylene content. Thus, the EVOH material can be configured to have alower ethylene content grade to provide a higher barrier property orlower permeation characteristic. In some examples, the barrier layer 604may include more than one layer and/or may be made of more than onedifferent low permeation material.

The second and/or third layer materials 604 and 606 may be athermoplastic material such as, for example, a high densitypolyethelyne. In other examples, the thermoplastic material may be apolyvinyl chloride material, a nylon material, a plyurethane prepolymermaterial and/or any other thermoplastic material that softens whenexposed to heat and returns to its original condition when cooled toroom temperature. The thermoplastic material typically has a relativelylow temperature melting point compared to the thermoset material. Insome examples, the second layer material 604 may be made of a firstthermoplastic material and the third layer material 606 may be made asecond thermoplastic material different than the first thermoplasticmaterial.

The second and/or third layer materials 604 and 606 enable a coupling(e.g., the coupling 504) to be permanently coupled to the fuel tank 502via, for example, welding. For example, to attach the coupling 504 tothe fuel tank 502, the second and/or the third layer materials 604 and606 are heated to a temperature greater than the melting temperature ofthe thermoplastic material. In some examples, an end of the coupling 504may also be heated (above the melting point) if made from athermoplastic material. When the second and/or third layer materials 604and 606 are heated above the melting temperature of the thermoplasticmaterial, the second and/or third layer materials 604 and 606 melt orliquefy. The coupling 504 is disposed adjacent the second and/or thirdlayer materials 604 and 606. When the second and/or third layermaterials 604 and 606 cool to room temperature, the second and/or thirdlayer materials 604 and 606 solidify or harden, thereby permanentlycoupling or attaching the coupling 504 to the fuel tank 502. Further,the barrier material 602 substantially surrounds and/or is embeddedwithin the solidified or hardened second and/or third layer materials604 and 606 to provide a barrier and prevent leakage of hydrocarbonsfrom the fuel tank 502 to the environment via the point of attachment ofthe coupling 504.

As noted above, the fourth and fifth layer materials 608 and/or 610 maybe made of a thermoset material such as, for example, a cross-linkedpolyethylene copolymer. Such a cross-linked polyethylene copolymerprovides resistance to high temperatures and high impact forces. Inother examples, the layers 608 and/or 610 may be phenolics, polyesters,epoxies and/or any thermoset material that solidifies or setsirreversibly when heated (i.e., having high temperature characteristics)and has high impact characteristics. In some examples, the fourth layermaterial 608 may be made of a first thermoset material and the fifthlayer material 610 may be made a second thermoset material differentthan the first thermoset material.

Additionally or alternatively, although not illustrated in the example,an adhesive or bonding agent may be disposed between any or all of thelayers 602, 604, 606, 608, and/or 610 to facilitate adhesion between thedifferent layers of material. For example, adhesion between the layersmay be achieved via chemical bonding by including an adhesive materialor agent on or in some or all of the layers 602-610.

Thus, the example insert material 500 can be configured to provide a lowpermeation characteristic and has high temperature and impactresistance, while enabling permanent attachment of components such asvalves via welding (e.g., hot plate welding). Additionally, the exampleinsert material 500 may be configured in any suitable shape, profile,cross-section, pattern, etc. For example, FIGS. 6C-6J illustrate theinsert material 500 configured to have a variety of differentorientations, cross-sections, profiles, patterns, etc. For example, theexample insert material 500 may be implemented with only some of thelayers 602-610 and/or any combination of the layers 602-610.

FIGS. 7A-7C, illustrate the example overflow prevention apparatus orfluid coupling 700 that may be used to implement a fuel delivery systemsuch as, for example, the fuel delivery systems 100, 200 and/or 400. Inthis example, the fluid coupling 700 includes a first portion 702fluidly coupled to a second portion 704 to define a liquid fill passage706. The fluid coupling 700 also includes a flange 708 between the firstand second portions 702 and 704 to couple the fluid coupling 700 to asurface 710 of a fuel tank 712. The flange 708 includes apertures 714that receive fasteners (not shown) to couple the fluid coupling 700 tothe fuel tank 712. As shown, the first portion 702, the second portion704 and the flange 708 are integrally formed as a unitary structure.

However, in other examples, the first portion 702, the second portion704 and/or the flange 708 may be separate pieces that are coupledtogether via fasteners, chemical fastener or agents, and/or any othersuitable fastening mechanism(s). In yet other examples in which the fueltank 712 is made from a plastic material (e.g., a thermoset material, athermoplastic material, etc.), the fuel tank 712 may include, forexample, the insert material 500 to enable the fluid coupling 700 to beplastically welded to the surface 710 of the fuel tank 712 (e.g., viathe flange 708).

In this example, the first portion 702 has a cylindrically-shaped bodycoaxially aligned with the second portion 704, which also has acylindrically-shaped body. Additionally or alternatively, a first innerdiameter 716 of a passageway 718 of the first portion 702 may be sizedand/or shaped differently from, or substantially similar to, a diameter720 of a passageway 722 of the second portion 704. Additionally, thepassageway 718 and/or the passageway 722 (and thus, the liquid fillpassage 706) may have a tapered profile, a hyperboloid-shaped profile,and/or any profiles. For example, a first portion of the passageway 718may be sized different than a second portion of the passageway 718and/or the passageway 722. Although the example fluid coupling 700 isdepicted as having a first cylindrical body and a second cylindricalbody, the first portion 702 and/or the second portion 704 may have anyother shape or geometry such as, for example, a square-shaped body, arectangularly shaped body, and/or any other polygonal shape, etc.

The first portion 702 of the fluid coupling 700 is to be fluidly coupledto a fill tube 724 (e.g., the fill tube 316 of FIG. 3C) or an inletvalve (e.g., the inlet valve 414 of FIG. 4A) to receive a liquid (e.g.,a fuel) via the liquid fill passage 706. In some examples, the fluidcoupling 700 may be integrally formed with the fill tube 724 and/or aninlet valve as a unitary piece or structure. The second portion 704extends into a cavity 726 of the fuel tank 712 a predetermined distance728 relative to an interior surface 730 of the fuel tank 712. The secondportion 704 has an aperture or opening 732 adjacent an end 734 of thesecond portion 704 to convey the liquid received via the liquid fillpassage 706 to the cavity 726 of the fuel tank 712. Although the opening732 is shown as being is coaxially aligned with the passageway 722, inother examples, the opening 732 may be disposed along a surface of thesecond portion 704 such that the opening 732 is substantiallyperpendicular to the passageway 722.

When coupled to the fuel tank 712, the fluid coupling 700 provides agauge to determine a level of liquid fuel 738 in a fuel tank 712 duringa filling event. For example, some manufacturers recommend a certainamount of space or ullage 736 in the fuel tank 712. Additionally oralternatively, the fluid coupling 700 substantially reduces or preventsliquid fuel from overflowing to a deck of the boat during a fillingoperation via the fill tube 724.

In operation, when the fuel tank 712 is being filled, the volume or thelevel of liquid fuel 738 within the fuel tank 712 rises or increases. Asthe volume of the liquid fuel 738 in the fuel tank 712 increases, thevapors and/or air within the fuel tank 712 are vented or displaced via avent or venting system 740. For example, the venting system 740 may beconfigured similar or identical to as the venting systems 208, 220and/or 224 described above in connection with FIGS. 2A and 2B. As shown,the second elongate portion 704 is configured to extend into the cavity726 of the fuel tank 712 the predetermined distance 728 to indicate thedesired liquid fuel level within the fuel tank 712. In other words, thesecond portion 704 extends within the fuel tank 712 a distance thatprovides or correlates to a maximum desired liquid fuel level within thefuel tank 712. Additionally or alternatively, the second portion 704prevents at least one of a gas or a vapor from flowing between the fueltank 712 and the liquid fill passage 706 when the fuel in the fuel tank712 is within or adjacent the opening 732.

For example, during a filling event, an automatic nozzle is fluidlycoupled to the fluid coupling 700 via the fill tube 724. An automaticnozzle provides an automatic shut-off by causing a valve of the fuelpump to close and prevent fuel flow via the nozzle to the fuel tank 712during a filling operation when a sensor coupled to the valve detects acertain pressure within the fuel tank 712. For example, when the sensordetects a pressure within the fuel tank 712 via the fill tube 724 thatis greater than a predetermined pressure, the sensor causes theautomatic nozzle to shut-off fluid flow.

Thus, as the liquid fuel 738 engages the opening 732 of the secondportion 704, a back pressure is created within the liquid fill passage706, which is fluidly coupled or in fluid communication (e.g., in directfluid communication) with the nozzle via a passage 742 of the fill tube724. Thus, the back pressure causes the sensor to trigger the automaticshut-off when the liquid fuel 738 reaches the desired level (i.e., theopening 732). Additionally or alternatively, the liquid fuel 738 maytravel within the fill tube 724 and/or the vent 740, which can alsotrigger the sensor to shut-off flow from the nozzle.

Additionally or alternatively, the second portion 704 may includeanother aperture or bleed hole 744 between the end 734 and the interiorsurface 730 of the fuel tank 712. In this example, the bleed hole 744 issized substantially smaller (e.g., has a smaller diameter) than thediameter of the opening 732 and has an axis that is substantiallyperpendicular to an axis of the liquid fill passage 706. When theautomatic nozzle is triggered to shut-off due to the back pressurewithin the liquid fill passage 706 as the liquid fuel 738 reaches theopening 732, the bleed hole 744 enables the pressure (e.g., thebackpressure) within the liquid fill passage 706 and the pressure withinthe fuel tank 712 to equalize. Additionally, the bleed hole 744 enablesair to flow between the liquid fill passage 706 and the fuel tank 712when the liquid fuel 738 expands due to thermal expansion and the liquidfuel 738 is adjacent the opening 732.

Although not shown, the vent 740 may also be implemented with the fluidcoupling 700. Similarly, at least a portion of a fluid coupling coupledto the vent 740 may be at least partially disposed within the cavity 726of the fuel tank 712 a predetermined distance to prevent at least one ofa vapor or a gas from flowing to the atmosphere via the vent 740 whenthe liquid fuel 738 in the fuel tank 712 engages an opening (e.g., theopening 732) of the fluid coupling. A second end of a fluid coupling ofthe vent 740 may extend a predetermined distance within the fuel tank712 that is substantially similar to or different from the predetermineddistance 728 the second portion 704 of the fluid coupling 700 extendsinto the fuel tank 712 relative to the interior surface 730. The examplefluid coupling 700 may also be used with known fuel delivery systemssuch as, for example, the fuel delivery system 100 shown in FIG. 1. Forexample, the fluid coupling 700 may be fluidly coupled to the fill tube104 and/or the vent line 114.

FIGS. 8A-8C illustrate another example fuel delivery system 800described herein. In this example, the fuel delivery system 800 includesa vapor collection apparatus 802 coupled or mounted to a fuel tank 804(e.g., a permanently installable fuel tank or a portable fuel tank). Thevapor collection apparatus 802 comprises a canister 806 disposed betweenan end 808 a and an end 808 b. The ends 808 a and 808 b capture thecanister 806 so that a port or inlet 810 and a port or outlet 812 of therespective ends 808 a and 808 b form a pathway through the canister 806.The ends 808 a and 808 b include mounting brackets 814 a and 814 b thatinclude respective apertures or openings 816 a and 816 b. The canister806 includes an emission(s)-capturing or filter material (e.g., anadsorbent material) such as, for example, activated carbon, charcoal,etc., that collects and stores evaporative emissions such as, forexample, hydrocarbons to reduce pollution to the environment.

The canister 806, for example, may be in fluid communication with thefuel tank 804 via the inlet 810 and may be in fluid communication with avent 818 (e.g., the vent apparatus 212 of FIGS. 2A-2B) via the outlet812. In this manner, fuel vapors entering the canister 806 through theinlet 810 from the fuel tank 804 pass through the filter material in thecanister 806 before passing to the outlet 812 and, thus, the vent 818.The stored emissions captured and stored by the canister 806 arereturned or carried to the fuel tank 804 as air flows through thecanister 806 when the air is drawn from the atmosphere to the fuel tank804 via a vent line 820. The canister 806 may be made of corrosionresistant materials such as, for example, thermoplastic polymers,stainless steel, aluminum, a combination thereof, and/or any othersuitable material.

As more clearly shown in FIGS. 8B and 8C, the example vapor collectionapparatus 802 is mounted to the fuel tank 804 via the ends 808 a and 808b. In particular, the fuel tank 804 includes fasteners 822 such as, forexample, a stud, a bolt, an internally threaded boss, and/or any othersuitable fastening mechanism(s). The fasteners 822 may be integrallyformed with the fuel tank 804. For example, the fuel tank 804 mayinclude an internally threaded boss 824 protruding from a surface 826 ofthe fuel tank 804 and which may be integrally formed with the fuel tank804 via blow molding, injection molding, rotational molding, and/or anyother suitable process(es). A stud or screw (not shown) may be receivedby the apertures 816 a and 816 b and the boss 824 to attach or mount thevapor collection apparatus 802 to the fuel tank 804. Additionally, dueto the proximity of the vapor collection apparatus 802 relative to thefuel tank 804, a shorter length tubing 828 can be used.

FIGS. 9A and 9B illustrate another example fuel tank 900 that can beused to implement the fuel delivery system 800 of FIGS. 8A-8C. Theexample fuel tank 900 includes a recessed portion or well 902 (e.g.,integrally formed with the fuel tank 900) to receive the vaporcollection apparatus 802. Additionally or alternatively, the recessedportion or well 902 may be dimensioned or sized (e.g., have a width) toreceive the vapor collection apparatus 802 via interference or snap fit.The recessed portion 902 may be dimensioned or sized (e.g., have adepth) to enable the vapor collection apparatus 802 to be flush-mountedrelative to a surface 904 of the fuel tank 900. The recessed portion 902includes fasteners (e.g., the fasteners 822 of FIGS. 8A-8C) that may beintegrally formed with the fuel tank 900 to couple the vapor collectionapparatus 802 to the fuel tank 900 as described above in connection withFIGS. 8A-8C.

FIG. 10 illustrates yet another example fuel tank 1000 that may be usedto implement the example fuel delivery system 800 of FIGS. 8A-8C. Theexample fuel tank 1000 of FIG. 10 includes a partial recessed portion1002 to receive the vapor collection apparatus 802. The partial recessedportion 1002 reduces less volume of the fuel tank 1000 compared to therecessed portion 902 of FIGS. 9A and 9B and, thus, enables the fuel tank1000 to receive more fuel.

In some examples, although not shown, the recessed portions 902 and/or1002 may include tabs or clips (e.g., integrally formed with therecessed portions 902 and 1002 of the respective fuel tanks 900 and1000) to enable the vapor collection apparatus 802 to couple to the fueltanks 900 and 1000 via snap fit or interference fit. In some examples,the vapor collection apparatus 802 is coupled to the fuel tanks 900and/or 1000 (e.g., within the respective recessed portion 902 and 1002)via a band or clamping mechanism. In yet other examples, the fuel tanks804, 900 and/or 1000 may be implemented with the insert material 500 anda plastic fastener (e.g., a plastic stud, or internally threaded plasticboss, etc.) may be coupled to the fuel tanks 804, 900 and/or 1000 viathe insert material 500 and the methods described above in connectionwith FIGS. 5, 6A-6J.

The example vapor collection apparatus 802 and the fuel tanks 804, 900and 1000 facilitate mounting of the vapor collection apparatus 802. Forexample, known vapor collection apparatus are typically mounted to amarine craft at a remote location from a fuel tank. For example, incontrast to the vapor collection apparatus 122 of FIG. 1, the vaporcollection apparatus 802 provides a compact dimensional envelope and/ordecreases the overall dimensional footprint of a fuel delivery systemimplemented with the example fuel tanks 804, 900 and/or 1000.Additionally, such a configuration requires additional or shorter lengthtubing (e.g., the tubing 828), which may decrease fuel leakage to theenvironment via the tubing and/or tubing coupling.

The example fuel delivery systems described herein may be combined orprovided as a unitary or single fuel delivery system. For example, theventing systems 208, 220 and/or 222 may be implemented with the fueldelivery system 400 of FIGS. 4A and 4B, the fuel delivery system 800,and/or any combination thereof. Additionally or alternatively, the fuelcap apparatus 218 of FIGS. 2A and 2B, the insert material 500 of FIGS.5, 6A-6B, the fluid coupling 700 of FIGS. 7A-7C, the vapor collectionapparatus 802 and the fuel tank 804 of FIGS. 8A-8C, the fuel tank 900 ofFIGS. 9A and 9B, and/or the fuel tank 1000 of FIG. 10 may be used toimplement the fuel delivery system 100 of FIG. 1, the fuel deliverysystem 200 of FIGS. 2A-2B, the fuel delivery system 400 of FIG. 4,and/or any other fuel delivery system(s).

Although certain apparatus, methods, and articles of manufacture havebeen described herein, the scope of coverage of this patent is notlimited thereto. To the contrary, this patent covers all apparatus,methods, and articles of manufacture fairly falling within the scope ofthe appended claims either literally or under the doctrine ofequivalents.

1. A fuel tank, comprising: an insert material integrally formed with atleast a portion of the fuel tank, wherein the insert material comprises:a first layer material having a low permeation characteristic; and asecond layer material adjacent the first layer material having arelatively lower melting point than a melting point of the first layermaterial to enable permanent attachment of a coupling apparatus to asurface of the fuel tank by melting at least a portion of the secondlayer material.
 2. A fuel tank of claim 1, wherein the first layermaterial comprises a copolymer material.
 3. A fuel tank of claim 2,wherein the copolymer material comprises Ethylene Vinyl Alcohol.
 4. Afuel tank of claim 1, wherein the second layer material comprises athermoplastic material.
 5. A fuel tank of claim 4, wherein thethermoplastic material comprises a high density polyethelyne.
 6. A fueltank of claim 1, further comprising a third layer material adjacent thefirst layer material or the second layer material.
 7. A fuel tank ofclaim 6, wherein the first layer material is disposed between the secondand third layer materials.
 8. A fuel tank of claim 6, wherein the thirdlayer material comprises a thermoplastic material.
 9. A fuel tank ofclaim 6, wherein the third layer material comprises a thermosetmaterial.
 10. A fuel tank of claim 9, wherein the second layer materialhas a relatively lower melting point compared to a melting point of thethird layer material.
 11. A fuel tank of claim 9, wherein the thirdlayer material has a relatively high-temperature resistancecharacteristic.
 12. A fuel tank of claim 9, wherein the thermosetmaterial comprises a cross-linked polyethylene copolymer material.
 13. Afuel tank of claim 1, wherein second layer enables permanent attachmentof the coupling apparatus to the surface of the fuel tank via plasticwelding.
 14. A fuel tank of claim 1, wherein the first layer material isembedded within the second layer material.
 15. A method of permanentlyattaching a coupling apparatus to a fuel tank, comprising: providing afuel tank surface with an insert material having at least a firstmaterial to enable permanent attachment of the coupling apparatus to thefuel tank surface and a second material to prevent permeation of a gasor vapor through the insert material, wherein the first material has alower melting temperature than the second material; disposing an end ofthe coupling apparatus within an opening of the insert material; andheating a portion of the coupling apparatus and the insert material to atemperature greater than a melting temperature of a third material ofthe portion of the coupling apparatus and the melting temperature of thefirst material.
 16. A method of claim 15, further comprising cooling theportion of the coupling apparatus and the insert material to enable theportion of the coupling apparatus and the first material of the insertmaterial to solidify or harden to permanently attach the couplingapparatus to the fuel tank.
 17. A method of claim 15, further comprisingsubstantially aligning the portion of the coupling apparatus with theopening of the insert material.
 18. A method of claim 15, whereinproviding the fuel tank surface with the insert material comprisesinsert molding the insert material with the fuel tank surface.
 19. Amethod of claim 15, wherein the first material of the insert materialcomprises a thermoplastic material and the second material of the insertmaterial comprises a copolymer material.
 20. A method of claim 15,wherein the third material of the portion of the coupling apparatus issubstantially similar to the first material of the insert material. 21.A method of claim 15, wherein the insert material further comprises afourth material comprising a thermoset material having a relativelyhigher temperature resistance than the first material.
 22. A method ofclaim 15, further comprising forming an opening within the insertmaterial.
 23. A fuel tank, comprising: means for permanently attaching acoupling apparatus to a surface of the fuel tank, wherein the means forpermanently attaching includes a first material to enable permanentattachment of the coupling apparatus to the surface of the fuel tank anda second material to prevent permeation of a vapor or a gas via themeans for permanently attaching, wherein the first material has a lowermelting temperature than the second material, and wherein the means forpermanently attaching is integrally formed with a surface of the fueltank.